Railway dump car



Oct. 20, 1931. w, H, MUSSEY 1,827,997

RAILWAY DUMPA CAR Filed April 22, 1929 Sheets-Sheet l Oct. 20, 1931. W, H, MUSSEY 1,827,997

RAILWAY DUMP CAR Filed April 22, 1929 3 Sheets-Sheet 2 Get. 20, 1931. w. H. MussEY 1,827,997

RAILWAY DUMB'CAR v Filed April 22, 1929 5 sheets-sheet 5 /7/5 E770/#WE Patented oct. 2o, 193i UNiTED STATES' .PATENT :OFFICE -WILLIILALI H. MUSSEY, OF CHICAGQILLINOIS, ASSIGNOB TO PLLMAiN CAR AND FACTURINGOOBPORATION, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS RAILWAY DUMP can I My invention relates to dump carsof the the discharge of the lading and insure complete evacuation of the material in the car.

While I have shown the invention adapted` in the present embodiment to hopper cars having inclinedkfloors and doors, several of may readily be used in cars having flat ottom floors with or without drop d'oors in the plane of the floor .and in which it has been customar to load long materials and heavy lmachlnery, as well as materials of a commlnuted naturel The invention has part'rcularreference to' dum cars havin "their several parts disd and adaptedg for welding purposes, and the parts so formed and distributed throu hout the car as to permit the xuse lof arc we ding at -joints wherever they'occur. The .invention also contemplates the 7elil'mna'tion lof riveted parts at all positions on the car whereat such parts have heretofore been overlapped or connected by metal parts havmg adequate riveting areas, whereby such parts.y

ma beadapted forl and secured by welding.

l l he principal object of the invention 1s to provide a dumipcar of' minimum weight and number of parts and of maximum lload y: carrying and bufling capacity-wherein the` .jointsibetween the several' partsexposed to moisture and corrosive action of ac1ds present in and liberated by tected.

Another object is to materially simplify the construction of such lcars and incidentally to improve theirappearance and substantially strengthen the structure towithstand Athe blows of material 4loaded from buckets, and impact of such buckets `duringj unloading operations. ,l 'i The foregoing and other objects are attained-by the mechanism illustrated in the accompanying drawings, in which Fig. 1 isla dual view showing one-half of the lading, are prothe car in side elevation and the remaining portion in vertical section;

Eig. 2 isa plan view of' onefhalf the car,

f applicati@ area apri; 22,

1929. Serial No. 857,095.

the remaining half beingshown in horizontal section;

Fig. 3 is a sta geredsection taken virtually on lirie 3-3 o Figure 2 showing at the left tour of the gusset member and the method of assembling with the center sill of the car;

Fig. 5 is a horizontal section through the gusset taken'on line 5-5 of Figure 4;

Fig. 6 is a. horizontal view in section taken i on line 6-6 of Fi 1, through the hopper end wall and side, s owing the method of assemblng the flanged' wall side plate, end plate, and sloping floor of the car; A.

.Figa 7 is a vertical section taken on line t f7 of Fi re 6 through the end wall late, 1ts llange portion, yand Lthe Bange -o the hopper side [wall-,at the end of the car body;

1gb-8 is a horizontal lsection taken on line 8-8 of Figure 1 showing the method of assembling the carside wall,- the bolster, and

the sub-side sill at' the bolster linevof the car;

Fig.`9is a vertical section taken online 5)#9 of 'Figure 8, immediately before the bolster web (plate showing the girder side, bottom chor angle, and attened end portion of the channel sub-side sill; v Fig..10 illustrates a modification of the deslgn shown' in Figure 1 in that the top chord and side stakeelements are shown disposed alon the louter face of the side girder instead of within the car as in the previous embodiment; r

Fig. 11 is a vertical section taken on line 11-11 of Figure 10 showing the disposition .relatively of the top chord and sides stake members with respect to the` gusset memberV from the top chord along theinner face of the side wall to connect the upper wall plates 13 and lower wall plates 14 with the bottom chord 'angles 15 to form a girder having a depth equal to the height of the assembled wall plates and top and bottom chords. The

top and bottom wall plates are assembled with their longitudinal meeting edges 18 in abutting relation to adapt them for are Welding connection. For `this purpose, the lower wall plate is'preferably of heavier .material than the upper and arranged to extend from bolster to bolster. The superposed wall plate 13 extends preferably the full length of the car with its lower edges at points beyond the bolster being cut away and flanged to support the hopper floor sheet 19 sloping from the end'wall to a point'below the under frame.

In the embodiment illustrated in Figures 1 to 9 inclusive, the top chord is shown of tubular cross section having an outer lip 20 hooked over the upper edge of the side wall plate 13 and a horizontal -portion 21, thence eXtending downwardly at 22, with a portion A23 flanged toward the side wall, and a depending ilange 24 resting against the inner face of the side wall, both the inner and outer flanges of the upper chord member being arc Welded along their longitudinall meetingl edges to the inner and outer faces of the dside wall member as indicated at 25426. ln the same manner, the end top chord members 30 are secured to the end wall sheets 29 and connected to the side chords 12 by suitable gusset plates 28 connecting the side and end wall portions of the car. In this embodiment' of A the construction, the portions of the side walls 27 lying between approximately thebolster position and the end cf the car, are sloped inwardly a distance suflicient to permit the application of grab irons 31 within the outer planes of the car to prevent them from being crushed when-the car is dumped i 32 extending from side to side of the car and recessed at their lower central'portion to accommodate the center sill of an under frame extending from end to end of the` car and composed of a pluralitynf channel shaped members having Web and depending1 flange portions arranged in box like formation,l

when assembled as shown in Figures l, 3 and reame? usual draft. gear elements 37- and bolster an center plate filler 38.

The principal channel element 34 of the center sill is arranged to rest with its depending leg portions 35 upon the web 36 of the' supplementary channel shaped member 40 extending below. the principal member from bolster to bolster.

The legs of the'main channel member 34 are arc welded at their meeting edges 39 where they restupon the l web of the supplementary member 40. Thus Welded the 'members 34-40 provide a box girder center sill of great strength and rigidity to withstand builing shocks under, car impact. It willbe noted that the supplemental channel member 40 ofthe center sill is"also arranged with its Hanges 33 depending and it is therefore necessary to flare out the end flange portions 4 1 of this channel to provide a flattened bottom at the bolster to permit the application of the bolster bottom cover plate 42 and body center plate' 38 to the under lside of said channel. This `supplementary center sill channel member 40 terminates at the bolster position and serves to tie the center plates together.

The under-frame further consists of the end sill member 43 andA associated sub-side sill channels 44 connecting the ends of the end sill with the bolsters and side Wall girders 'of the car. As best shown in Figure 1, the

bolster members comprise preferably a single web plate 32 flanged along its upper margin to support adjacent sloping end floor sheets 19 of the hopper to transmitthe load imposed on the hopper floor from the side girders to the center plate. That portion of the load4 ,l

between the bolsters imposedfon the center y sill is transferred to the side girders 11 by a plurality of transverse gusset members 50 comprising each a pair of plates 51 flared inwardly from the side walls and upwardly from their respective bottom edges and welded togetherx at their upper marginal edges` to one-piece connecting cap members 52 extending in a catenary from top chord to top chord as bestshown in Figures 3, 4 and 5.

The web plates 51 of the gussets are flanged at their lower edges as indicated-at 53 and arranged at theircentral portions to rest upon the center sill at which points the .plates are joined by arc welding at; their meeting ledges 54 at approximately the: center line-position of the car. The plates @51 Qare also arc welded to the girder plates 13'and" 14Aand to the gusset cap members 52 to fuorm a powerful hollow transverse'l "'rder member adapted vto sup ort the un er frame and the imposed loa from'the girder sides.` YBy this arrange'- quired only to transmit the load carried thereon tothe gussets and through them to the lgirders. rlhus arranged in association with the transverse gusset girders, the center sill is held from lateral distortion and at all times in perfect alignmentA to transmit builing shoclxs from 'one end of the `car to the other'.

res 1 to 4 inclusive, ity

By reference to Fi y will'be noted that t e sloping floor sheets and 56 are connected to the gussets .by angle clip pieces 57 extending from girder to girder and arc welded along their upper margins as best' shown/f in Figure 4. The longer sloping floor plates 19 and 55 are also secured at the girder and center sill' positions by arc welding along their edges, that portion of the plates traversing the sides of the cent/er sill'being preferably reinforced by small angle pieces 60 to supplement the arc welding of the edges at that point. The flanges 53 along the lower margins of the gusset plates 51 are preferably continuous from the side girders to the center of the car where the plates are welded along their vertical meeting edges as previously described. These flanges prevent distortion of the gusset plates'and hold them rigid against load pressures imposed by the sloping floor sheets resting uponv the angle clips 57 secured to their side wall faces.

Between the gussets 50, and the vgussets and the sloping. end floors 19, the center sillis covered by crown sheet sections 61 terminating at the sloping loorvsheets between lthe -polnts mentioned. These crown sheets do not. transmit any` of the bufl'ing` but serve to increase the radius of gyration of the sill as a column sincel they are secured at their l terminals by arc welding to contiguous floor sheets 19, 55,` 56, 58 and 59, and along their longitudinal edges 77 to the corners of the box girder center sill, making ofthem a single bitubular member extending between the sloping floor sheets of the car and adding measurably to its load transmitting capacity, as willbe obvious. As arranged, the sloping floor sheets 55, 56, 58 and 59 on opposite sides of the gussets 50 find positive sup-- port from side to side of the car under loads transmitted through the tapered side wall portions 51V of the gussets to the side girders. l

The hoppers `of the car are formed by inner hopper plates 62 and outer wall sheets .63 secured by are welding to the depending flanges 33,0f the supplementary center sill member 40 and to the deflected angle portions 16 of the bottom chord 15 of the side glrders respectively. In like manner, the sloplng end floor sheets 19 are secured to the end wall 29 by arc welding along their upper marginal edges to the downwardly and inwardlyr extending flange of the end wall sheet. hese platesand sloping floor sheets closed by suitable doors-65 hinged respectively, along their upper edges to contiguous edges of the adjacent sloping floor sheetsto the door operating mechanism byy toggle links 68 or other meanscustomarily employed in equipment of this type. These doors are held closed by suitable door operating mechanism' 67 mounted at convenient intervals along the center sill as best shown in Figures 1 and 3.

As indicated in Figures 7 and 13, the end wall flange 70 is stepped downwardly at 71 a distance sucientyto accommodate the thickness of the sloping end floor sheet 19 to present a continuous and flush load supporting surface to insure an uninterrupted flow of the lading in its course towards the door opening. This arrangement is effected by cutting away a section of the stepped portion 71 of the ange 70l as indicated at 72 to accommodate thel inwardly extending supporting flange 73 of the side wall sheet 13, a portion of the side wall flange being' overlapped by thev remaining portion of lthe end wall plate flange 70 as bestshown in Figure 6. The sloping end loors 19 at the sides within `the area of side girder lower plates 14 are sup?` ported by arc welding at the side edgesof the floor sheets supplemented preferably by angle pieces 80 welded to floor sheets and girder plates to stiifen the floor portion between the holsters 'andangle supports 60 at the center sill. The an lle pieces 80 support the slo in end floor shets at Athe side girder platel l only. The'are of thatportion of the floor sheets between said angle pieces, is regarded as rigid enough to support the load imposed if the l"connection at the side girder plate 14 is properly made, therefore no reinforcevment has been applied to thefloor between the bolster and angle supports 60 at the centerk sill, although supports 60 could be extended to the bolster should it be found necessary to provide additional support for the floor at that oint.' .At points below the girder areas the oors 19 and 55 are supported by the respectively, adjacentl outside ho per sheetv flanges 78 and 79 and correspon ing flanges 81 and 82 along the lower margins of in'slde hopper sheets 62, asbest shown-in Figures 1, 2 and 3. Angle pieces 83 may be'secured to the inside hopper sheets at the door openings f Vtoprovide suitable load seal and, door abut-I ments and similar provision may be 'made for,

the doors at the outside hopper sheets by offsetting contiguous margins of the sheets asindicated at 84. -f

At the bolster, the side wall girder plates 1 are connected by arc welding to the 'edges of before' noted, define discharge openings 64 -the respective bolster webs and byarc or spot 30 I verse gusset members 50 provide a rigid conchord angle being interposed between the sidegirder wall plate 14 and the web 74 of the end of adjacent sub-side sill and there welded together as best shown in Figures 8 and 9.

' It may be `deemed advisable at times to ar range the car side and end walls with their respective top chord members 12 and 30, and side stakes 17 upon the exterior of the car as shown in Figures 10, 11 and 12 of the drawings. p As shown in these figures, the side stakes are formed preferably as channels arranged with their edges y'(6 in contact with the side wall girder sheets 13,and 14 as in the first embodiment, and arc welded along their meeting edges from top chord 12 to the bot: tom chord angle-15, forming in each cas/e a side wall stilfener of tubular formation throughout the height of the girder.

From the foregoing,vit will be apparent that there has been provided a car construc- `tion re-inforced hy tubular members longitudinally, vertically and laterally of the car welded intimately into the structure of the car itself. The hollow and dared transnection between the side girder walls to prevent bulging, the rigidifying longitudinal hollow. top chord members holdingrigid the upper margins of the respective side girder walls, and the associated vertical tubular side stake members stiffening the Wall areas between the gussets and bolster 'members l rl`hese features, with the-bitubular formation 40 along theinner faces of the side and end walls as indicated in Figs. 1 to 4 or `on outer sides thereof as in Figs.- 10 and 11, the vertical ianges 20 and 24 are spaced apart in horizons tallplanes to admit the wall plates between them and disposed and secured in ,vertical planes to lend stability to the 'structure against bulging. i

What I claim is 1. In' a railway car having side and end load retaining walls, hollow top chord members surmounting said walls and comprising'v platcsof substantial rectilinear configuration having a pair of depending wall engaging flanges inv vertically and horizontally spaced planes and` laterally extending portions onnecting said flanges, said portions forming ,Y with the respective wall plates a tubular stress member. l I

2in aerailway car havingside'and end reame? end load retainingwalls and sloping ioor.

sheets connecting said walls, holsters supporting ysaid walls and adajacent door sheets, a" plurality of hollow transversememhers of substantial catenary formation supported by and connecting the side walls intermediate their ends, sloping door sheets supportedl upon said members, and a continuous hollow center sill connecting saidy holsters, door` sheets, and transverse members.

4.111 a railway dump car having side and end load retaining walls and sloping floor sheetsconnecting said walls, holsters supH portingI said walls and adjacent floor sheets, a plurality of hollow transverse members supported by and connecting the side Walls intermediate their ends, and a lcontinuous hollow center sill connecting said holsters,

oor sheets, and transverse members and com` prising a main channel shaped member openingdownwardly with its side leg. portions depending and secured to a relatively short supplemental member toform a tubular portion from bolster to bolster. v

5. ina railway dump carhaving side and end load retaining walls, sloping ioor sheets connecting said walls, holsters supporting said walls and adjacent lloor sheets, a continuous center sillextending longitudlnally of the car between said walls and penetrating `said oor sheets and holsters, a relativelyshort'supplemental center sill portion forming with said continuous sill a tubular buff- -ing member extending between and terminating at the holsters, said holsters, floor sheets, V end sill members being secured together by welding. v

6. In a railway dump carhaving side and end load retaining walls, sloping ioor ,sheets connecting said walls, holsters supporting said walls and adj aoent floor sheets, a contin- 1 uoushollow center sill member having a relatively short tubular portion terminating at ysaid holsters, and draft gear elements within said hollow sill ortions between said bolsters and respective lcar ends.

7. In a rallway car having side and end load retaining walls, floor sheets connecting said walls, transverse hollow members supported by and connectin said side walls intermediate Y, their ends, holsters supporting said walls and adjacent iloor sheets, a chan-- nel shaped center sill 1portion adapted at its terminals forl assemh y withsaid holsters,

RHI

bolster bottom cover plates underlying said end portions, and a relatively continuous channel shaped sill portion supported upon and secured to said first mentioned sill and forming therewith an integraltubular column from bolster to bolster.

8. In a railway car having plate gir-der sides, supporting holsters, and a center sill, a plurality of transverse hollow members sup` ported upon and connecting said girder sides and comprising pairs of web plates spaced apart and connected by a surrnountlng cap piece extending in substantial catenary formation from girder to girder, said web plates being arranged to converge `from said girders and center sill towards said cap piece.

9. In a railway dump car having load retaining end walls, holsters, a hollow continuous center sill, and sloping floor sheets connecting said parts, side wall girders comprising lower wall plates terminating at said holsters and relatively longer and lighter super-posed plates connecting said end walls,l transversely extending hollow connecting members supported by said girders at points intermediate their ends, inner and outei" hopper sheets respectively secured to the center sill'and side girder members and forming with said floor sheets a plurality of hoppers on opposite sidesof the center sill, and doors closing said hoppers v plvotally supported between said hopper sheets.

l0. In a railway dump car having a pair ol holsters andend load retaining walls, `up per and lower girder wall plates terminating respectively at said end walls and holsters and butt-welded along their horizontal meeting edges, hollow top chords 4surmounting said upper plates and relatively short angle chords extending along the lower margins of said lower plates, and channel shapedA stillener members extending between said chords and forming with said plates a plurality of tubular side wall reinforcements.

11. In a railway dump car having a palr of bolsters and end load retaining walls, upper and lower girder wall plates terminating respectively at said end walls and holsters and welded along their horizontal meeting edges, hollow top chords surmounting said upper plat-es and relatively short angle chords having downwardly and inwardly deflected flanges extending along the lower margins of said lower plates, outer hopper sheets secured to the deflected flange lower chord portions and inner hopper sheets to said center sill, and sloping floor plates connecltl'ing said hopper sheets and side and end wa s.

12. In a railwayV dump car having side load retaining walls with inwardly directed flanges at their lower edges, sloping floor' sheets supported upon and connecting said flanges, an end wall connecting said walls and formed with a lower marginal flange supprt'ed at its ends upon adjacent side wall flanges and having an extension thereof between-said flanges olset downwardly to the lane of adjacent langes and in supportlng position beneath said Hoor sheets.

13. In a railway dump car having side load retaining walls having flanges inwardly directed at their lower edges, sloping floor sheets supported upon and connecting vsaid flanges, a connecting end wall having a flange resting with its ends upon and overlapping said adjacent flanges with portions thereof between said floor sheets and other flanges cut away, the remaining portion thereof being stepped down to the plane of said other flanges in supporting position beneath said floor sheets,

14. In a railway car having side and end load retaining walls, hollow top chord members surlnounting said walls and compri-sing plates of substantial rectilinear configuration having portions forming with said Walls tubular stress ymembers having the major portion of their respective sections below the tops of said walls.

In witness whereof I have hereto set my hand this 11th day of April, 1929.

IVILLIAM H. MUSSEY. 

